Valve-gear for explosive-engines.



No. 660909@ Patned Unt. 23, |900.

E. P. BLNKE.

VALVE GEAR FOR EXPLOSIVE ENGINES.

(Application led July' 24, 1899.) (No Model.) 3 Sheets-Sheet l.

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No. 660,@910. Pa'tened Usi. 23, |900. C. P. BLAKE.

VALVE GEAR FOR EAPLOSIVE ENGINES.

(-Apglcation Sled July 24, 1899.) (No Model.) 3 Sheets-Sheet 2.

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C. P. BLAKE.

VALVE GEAR EUR EXPLOSIVE ENGINES.

(Application led July 24, 1899.)

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CHARLES P. BLAKE, OF CHESTER, PENNSYLVANIA.

VALVE-GEAR FOR IEXPLOSIVE-ENGINES.

SPECIFICATION forming part of Letters Patent N' o. 660,090, dated October 23, 1900. Application filed July 24, 1899. Serial No. 724.985. (No model.)

To @ZZ whom, it may concern.-

Be it known that I, CHARLES P. BLAKE, a citizen of the United States, residing at Chester, in the county of Delaware and State of Pennsylvania, have invented certain new and useful Improvements in Explosive-Engines; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of this specification,

` and to the letters of reference marked thereon.

This invention relates to improvements in explosive-engines of the type commonlydesignated as gas-engines, and the invention has for its objects to improve the general form and construction of the engine, to provide an improved mechanism for controlling and introducing the explosive mixture, to provide an improved mechanism for reversing the engine, and, finally, to provide an improved mechanism for igniting or exploding the charge by means of an electric spark, to which ends the invention consists in certain novel details of construction and combinations and arrangements of parts, all as will be hereinafter described, and pointed out in the appended claims.

Referring to the accompanying drawings, Figure l is a vertical section, partly in elevation, of an explosive-engine embodying my present improvements. Eig. 2 is an elevation, partly in section, of one end of the valve or cam shaft. Fig. 3 is an elevation looking at the inner side of the hand-wheel for reversing the engine, this View also showing the idler-pinion connecting the hand-wheel and intermediate wheel or disk. Fig. 4 is an elevation of an intermediate wheel or disk, showing the switch for the sparking-circuit. Fig. 5 is a sectional elevation of a portion of the sprocket-wheel for operating the cam or valve shaft, with the adjusting mechanism for the movable contacts of the sparking circuit switch. Figs. 6 and 7 are detail views ofthe lixed contact or spring-pin with which the movable contact of the sparking-switch cooperates. Fig. 8 is an elevation of the cam controlling the admission of the explosive mixture, having the governor mechanism thereon. Figs. 9 and lO are views of a modication of the valve or cam shaft and admission-cam. Fig. ll is a detail sectional view of the air and oil pump, showing the connections indicated in dotted lines in Fig. 1. Fig. 12 is a detail sectional View of the injector through which the explosive mixture is admitted to the cylinder or explosion-chamber of the engine.

Like letters of reference in the several figures indicate the same parts.

The letter A indicates the cylinder of the engine, preferably having a hollow wall, as at A', to form a water-jacket, and also preferably, though not necessarily, made of larger diameter at the bottom in order to provide a relatively-large air-space, as will be hereinafter explained. A channel or duct A2, preferably formed in the wall of the cylinder, extends from the lower end thereof to the upper end and at a suitable point is provided with a check-valve B, which will permit air to pass from the lower to the upper end of the' cylinder, but will prevent air moving in the reverse direction. Working within the cylinder is a differential piston C C, from which a rod c extends out through a gland c in one head of the cylinder and is connected with a crank-shaft D through the medium of a connecting-rod c2. The portion C of the piston and lower portion of the cylinder being of the larger diameter are preferably utilized as an air-compressor for compressing a relatively-large volume of air to be utilized in sweeping the products of combustion out of the explosion-chamber prior to the admissionof the next charge of explosive mixture, and for this purpose the lower portion of the cylinder is provided with an air-intake port E, having a valve EQ opening inwardly, and the upper portion of the cylinder is provided with an exhaust-port F, so located as tobe uncovered or opened by the piston as it `reaches the lower portion of its stroke.

With this construction if the piston be reciprocated, as by impulses from charges of explosive mixture ignited at proper times in the upper end of the cylinder, each downward movement of the piston will compress the air in the lower part of the cylinder until the pressure is greater than the pressure above the piston, when the air will begin to move through the passage A2 into the upper end of the cylinder, and the instant the exhaust-port is opened the large volume of air IOO will rush into and through the explosionchamber, electually clearing out all gases, dto., resulting from the prior explosion.

For controlling the admission .andignition of the explosive mixture I employ a valve or cam shaft H, journaled at the upper end of the cylinder and adapted to be driven from the crank-shaft by a sprocket or other wellknown form of gearing, whereby the camshaft receives definite movement with relation to the crank-shaft. As shown in the drawings, the letter H indicates the valve or cam shaft adapted to be rotated by the sprocket-wheel H', connected with the crankshaftby a sprocket-chain. (Not shown.) The cam-shaft carries or drives two cams, one for operating the sparking-contacts and the other for operating the controlling mechanism for the explosive, such cams, however, being limited extent to permit of reversing, as will be presently explained.

The cam (lettered I) is designed for controlling the admission of the explosive mixture and preferably has a definite movement in unison with the crank-shaft. Hence in order to provide for reversing the engine the cam is provided with grooves or surfaces which will control the mechanism when the engine is running either way. In the construction illustrated the cam is provided with a peripheral groove t', arranged in the plane of rotation of the cam and at one side branching into two inclines or cam projections i 712, the crests or operative portions of which branches being so positioned that when the cam is turning in one direction one will operate the mechanism for admitting the explosive mixture at the proper instant and when turning in the opposite direction the other Will operate to accomplish the same result. Where the two branch grooves cross a latch 714 is pivoted in position to be thrown by the lever K to close the other branch groove. The latch is pivoted in the angle between the branches and will therefore operate to close either one. The groove 1l preferably extends entirely around the cam, and between the mouths of the branches c' z2 there is interposed a movable block L, Fig. 8, extending across the face of the cam and connected by a pin-andslot-connection l with a governor-arm L for holding its outer arm projected into the groove t', so as to defiect the operating-lever K, Figs. 2 and 13, into one or the other of the branch grooves t" 2, according to the direction of rotation of the cam. The governor-arm L is weighted and is operated by centrifugal force againstthe tension of a spring L2. Thus when the speed becomes too great the block L is withdrawn from the groove t', and the operating-lever not being deflected does not cause a charge of explosive to enter the cylinder, and no impulse is given until the speed is reduced to normal. The sparking-cam M is also provided with a peripheral groove m, having an incline or projection m for operating the sparking-contact M', Fig. 1, and in order to provide for the relative adjustment of the cams I and M it is preferable to mount .the sprocket-wheel H and cam I on a sleeve H2, while the cam M is fixed on the shaft H, and between the sprocket-wheel or the sleeve and the shaft a hand-controlled reversinggear is introduced. This reversing-gear consists of a hand-wheel N,A journaled on the shaft and having a central pinion or gear N',

'meshing with an idler N2, carried by the i sprocket-wheel H.

The idler in turn meshes with a gear-segment N3 on an intermediate wheel N4, keyed to the shaft H and having a l segmental slot n4 for the accommodation of a stop connected with the sprocket-wheel. The stop determines the lag of the ignition-cam, V,and consequently the time of ignition with respect to the piston movement, and in the movable independently of each other to a preferred construction it is made adjustable to permit the igniting of the charge at the most favorable moment under the conditions Q existing at any particular time, &c., and the stop is also preferably utilized as a switch for j the igniting-circuit, whereby the said circuit may be broken during the time the engine is being reversed to prevent any possible ignition during this period.

Referring particularly to Figs. 2 and 7, it will be seen that the wheel H carries a short shaft O, upon which the idler N2 is journaled, and in addition the said shaft supports a central block or box P, Figs. 4 and 5, working in the slot N6 in the wheel N4 and constituting the stop for limiting the relative movements of the Wheels H and N4. of the adjustment before referred to, the said block is preferably divided into three sections, the two side portions P P2 being adj ust- `able toward and from the central portion.

To permit The adjusting mechanism maybe of any ordinary type; but, as shown, I employ rotary threaded shafts p, pivoted at the inner ends on the shaft O and at their outer ends engaging nuts p in the parts P P2. Thus when l the shafts p are rotated the parts P P2 of the stop will be projected or drawn in, as the case may be, thereby increasing or diminishing the size of the stop and varying the relative movement of the wheels and lead or lag y of the ignition-cam.

For rotating the shafts P P2 simultaneously they are provided with bevel-gears p3, meshing with a bevel-gear p4 on the shaft O,

and the latter' is provided with a milled head Ior hand-wheel O2, preferably located on the vinner side of the` wheel H.

To enable the stop to operate as a switch for controlling the ignition-circuit, said circuit `is brought to the wheel N4 through a com- ;mutator Q, Fig. 2, and connected with insulated contacts in the form of spring-pressed pins R, adapted to project into the slot N6 near each end. The contacts R are adapted to engage recesses or notches 1' in the stop ,P P2 to complete the circuit through the gearing and frame whenever 'said-stop reaches IIO ` ing from the nozzle of the injector.

the extreme of its movement in either direction; but during the movement of the stop or when the engine is being reversed the circuit is broken and no spark can be made. The spring-pins, it will be also noticed, operate to hold the stop in place against accidental movement when the engine is running.

Obviously the sleeve H2 might be omitted and the cam I mounted so` as to have a free movement on the shaft H coextensive with the movement of the wheel H', and in Figs. 9 and IO such an arrangement is shown. The wheel H is adapted to receive the reversinggear before described, and the cam I is mounted on the shaft H and connected therewith through a collar S, fast on the shaft, and a pin s on the collar, projecting into a segmental slot S in the cam. ing the moving power, the cam I will always lag or allow the shaft to advance in either direction until the pin reaches the end of the slot, and the relative movement thus secured is suflicient to cause the ad mission and sparking at the correct times.

The explosive mixture for the engine is preferably formed directly in the explosionchamber or upper end of the cylinder, for which purpose the volatile liquid is injected directly intosuch chamber, together with sufficient air to give the correct proportions. In the construction shown an injector T is employed, having a needle-valve t, connected with the lever K for controlling the admission of the liquid, and an air-valve t, also connected with said lever. Thus when the lever is moved by the cam I both air and liquid will be admitted, the latter in the form of a fine spray or mist commingled with the air issn- The air and liquid are both supplied under pressure, preferably by a pump operated by the crankshaft and having an air-chamber U', connected with the injector by a pipe n, and an oil-chamber V, connected with the injector' by a pipe e', suitable valves being introduced in the pipes, as usual, to prevent back pressure. The quantity of liquid supplied may be regulated by regulating the pressure in the injector, and this may be accomplished by a regulating-valve W, controlling a returnpassage IV', extending from the pump back to the supplypipe. The valve W is held closed by springw, controlled by the set-screw it, permitting the delivery-pressure to be regulated and set as desired.

In operation the liquid and air is supplied under pressure when the piston is at the lower end of its stroke. Thus as the piston rises the charge is compressed, and finally as the piston again starts down the charge is ignited, giving the desired impulse. As the piston moves down it compresses the air in the lower end of the cylinder, and when the pressure in the upper end becomes lessened, and especially after the exhaust is opened, this air will sweep into and through the upper end of the The shaft H becylinder to clear out the products of combustion. Y

Obviously the space A6 above the enlarged portion of thepiston may be utilized as a pump for supplying air or liquid; but in the preferred construction it is open to the atmosphere and serves as a cooling-chamber into and out of which the air passes freely. The valve mechanism or cams for operating the same is especially useful in engines having a number of cylinders, inasmuch as one cam will serve for all the cylinders, it only being necessary to space the operating-levers properly about the circumference of the cams to secure the desired difference in time for the cylinders. Any ordinary gearing may be employed between the cam shaft and crankshaft, and while I have described a sprocketgearing the more common form of connecting-shaft and gear-wheels may in some instances be found desirable.

Having thus described myinvention, what I claim as new, and desire to secure by Letters Patent, is-

l. In an explosive-engine, the combination with the cylinder, piston and crank-shaft, of a cam-shaft, a Valve-controlling cam carried by said shaft, a circumferential groove in said cam said governor-lever being pivoted on an axis parallel with the axis of the cam, and a branch groove into which the controlling-lever may be deflected, a governor-lever carried by the cam and a longitudinally-movable slide connected with the governor-leverand projecting into the circumferential groove for deflecting the controllinglever into the branch groove; substantially as described.

2. In an explosive-engine, the combination with the cylinder, piston, valve for admitting explosive and driven cam-shaft, of the cam for controlling the valve having a circumferential groove and two branch grooves whereby when the engine is driven in one direction one of said branches will control the valve and when driven in the other direction, the other one of said branches Will control the valve; substantially as described.

3. In an explosive-engine, the combination with the cylinder, piston, valve for admitting explosive and driven cam-shaft, of the cam for controlling the valve having a circumferential groove, two branch grooves and a dcflector between the entrance ends of said branches, whereby, when rotating in one direction, one of said branches will control the valve-lever and when rotating in the opposite direction, the other one of said branches will control the valve-lever; substantially as described.

4. In an explosive-engine, the combination with the cylinder, piston, valve for admitting explosive and driven cam-shaft, of the cam for controlling the valve having a circumferential groove, two branch grooves, a movable deflector between the entrance ends of said IOO IIO

branches and a governor-arm connected with said deflector, whereby when the cam is rotated in opposite directions, different branches will control the .valve and when the governor acts the circumferential groove will be opened past the branches; substantially as described.

5. In an explosive-engine, the combination with the cylinder, piston, crank-shaft and cam-shaft, of the admission-cam and drivewheel for the cam-shaft movable in unison independently of said shaft, the igniter-cam keyed on the shaft, an intermediate wheel also keyed on the shaft and a loose connection between the drive and intermediate wheels with means for controlling said connection whereby the engine may be reversed; substantially as described.

V6.v In an explosive-engine, the combination with the cylinder, piston, crank-shaft, camshaft and drive-wheel loosely connected with the cam-shaft, of the admission-cam movable in unison with the drive-wheel independently of the cam-shaft, the igniter-caxn and intermediate wheel keyed on the cam-shaft, a handwheel journaled on the cam-shaft and gearing interposed between the hand-wheel, intermediate wheel and drive-wheel for reversing the engine; substantially as described.

7. In an explosive-engine, the combination with the cylinder, piston, crank-shaft, camshaft, igniter-cam keyed on the cam-shaft and hand-wheel, of a sleeve on the cam-shaft, the

admission-cam and the drive-wheel on the said sleeve, an intermediate wheel on the camshaft, a stop interposed between the drive- Wheel and intermediate Wheel and gearing interposed between the hand and intermediate Wheels; substantially as described.

8. In an explosive-engine, the combination with the cylinder, piston, crank-shaft, cam.- shaft, and igniter-cam key ed on the cam-shaft, of a drive-wheel for the cam-shaft, a loose connection between the drivewheel and camshaft and an adjustable stop for limiting the relative movements of the drive-wheel and cam-shaft; substantially as described.

9. In an explosive-engine, the combination with the cylinder, piston, crank-shaft, camshaft and igniter-cam keyed on the cam-shaft, of a drive-wheel loosely mounted on the camshaft, a slotted intermediate wheel keyed on the cam-shaft, an adjustable stop carried by the drive-wheel and working in said slot to limit the relative movement of the drivewheel and igniter-cam, a hand-wheel and gearing interposed between the hand-wheel and intermediate wheel for reversing the engine; substantially as described.

10. In an explosive-engine, the combination with the cylinder, piston, crank-shaft, eamshaft, igniter-cam and drive-wheel having a limited movement independent of the ignitercam for reversing the engine, of a stop for limiting the independent movement of the drive-wheel, a sparking-circuit and contacts controlled by the stop for establishing' said circuit, whereby sparking during reversal is prevented; substantially as described.

11. In an explosive-engine, the combination -with the cylinder, piston, crank-shaft, camshaft, igniter-cam and drive-wheel having a limited movement independent of the ignitercam for reversing the engine, of a stop for limiting the independent movement of the drive-wheel, a sparking-circuit and springpins forming contacts with which the stop cooperates to establish the sparkingcircuit, whereby sparking during reversal is prevented; substantially as described.

12. In a reversing mechanism for explosiveengines, a cam shaft and a driven wheel loosely connected therewith combined with a stop for limiting the independent movement of the drive-wheel, having oppositely-adjustable sections and a handpiece controlling the adjustment of said sections; substantially as described.

13. In a reversing mechanism for explosiveengines, a cam-shaft and a drive-wheel loosely 1 connected therewith combined with a stop for limiting the independent movement of the driven wheel, and having oppositely-adjustable sections, screw-shafts controlling said sections, a handpiece and gearing connecting said handpiece and shafts for simultaneously adjusting the sections; substantially as described.

CHAS. P. BLAKE.

Witnesses:

J. F. CHALLENGER, W. A. DYER. 

